Fueling system for an internal combustion engine



June 11, 1957 L. L. WlTTE FUELING SYSTEM FOR AN INTERNAL COMBUSTION ENGINE Filed Nov. 251 1955 2 Sheets-Sheet l June 11, 1957 1 L. L. WITTE 2, 9

FUELING SYSTEM FOR AN INTERNAL COMBUSTION ENGINE Filed Nov. 25. 1953 2 Shets-Sheet 2 Jae m "511:: .Ill] 1 ||||||||II 1 '1|||||||[l 1 .l mlmll I i 1 Hlllf A J20 1 11mm]! IIIIIIHHL 1 mlnmF 1 llllllllr FUELING SYSTEM FOR AN INTERNAL CUMBUSTION ENGINE Leslie L. Witte, Hemet, Calif. A

Application November 23, 1953, Serial No. 393,550

4 Claims. (Cl. 158-36.3)

The present invention relates generally to internal combustion engines and more particularly to an improved fueling system especially adapted for use with the internal combustion engine of an automotive vehicle.

In the conventional fueling system utilized in an automotive vehicle, the fuel is fed by means of a pump or some other suitable apparatus under pressure to the carburetor. Its flow into the carburetor is controlled by a float-actuated needle valve. The majority of such fuel pumps supply fuel to the carburetor at a pressure of several pounds per square inch more than is actually required to feed the fuel into the carburetor. It has been determined that many automobile engines are d-itficult to start after they have been in operation but a short time previously. The apparent reason for such difficult starting is that the fuelunder pressure between the pump and the needle valve of the carburetor when the engine is stopped slowly leaks past such needle valve into the carburetor, thereby providing an excessive fuel supply and resulting in what is ordinarily termed flooding of the engine. Such engine flooding prevents it from being readily started.

Additionally, it is common, especially during hot weather, for the fuel passing through the conduits which connect the fuel tank with the carburetor, to become heated to the point where such fuel will vaporize in the conduit. The existence of this vapor prevents further passage of the fuel to the carburetor. This condition is commonly termed a vapor lock. Upon the occurrence of a vapor lock, it is necessary to wait until theconduits cool off or are cooled off whereby the fuel vapors will be condense-d before the engine may be started.

It often occurs that When an automobile engine is hot and not in operation, the hot fuel disposed in the conduit between the carburetor and the fuel pump will build up a pressure that is considerably higher than the normal pressure at Which the fuel is fed into the carburetor. Such extreme pressure forces the carburetor valves open and causes it to flood. When this occurs, the engine is hard to start and a definite fire hazard exists. Once the pressure has been dissipated, the fuel pump valve may not retain the fuel whereby it will return to the supply conduit between the fuel pump and the automobile fuel tank. The conduit between the carburetor and the fuel pump will then be full of air and the carburetor itself will be full of fuel. When the engine is started on the fuel that is contained within the carburetor, it will stop when the air entrapped in the conduit between the carburetor and the fuel pump enters the carburetor. Tlrereafter, the engine will be difficult to re-start. This condition is commonly termed an air lock.

In the ordinary conventional fueling system used in automobiles, foreign matter such as dirt or water will eventually find its way into the automobiles fuel tank. Such foreign matter will be carried by the fuel throughout the various parts of the fueling system and it has a ten-dency to settle in the low portions of the system so as to cause clogging thereof. through the system in an elfort to clear it, such air gen"- If compressed vair is'blownv erally only succeeds in temporarily scattering the foreign materials throughout the system and usually it is only possible to permanently relieve this situation by dismantling the system and removing the foreign matter.

Yet another disadvantage of the conventional automobile fueling system is that during hot weather the fuel becomes heated to the extent that fuel in the carburetor bowl will percolate over the carburetor jets. This condition leads to ineflicient engine performance because of the resulting improper fuel vapor mixture entering the engines intake manifold.

t is a major object of the present invention to provide a novel fueling system for an internal combustion engine.

Another object is to provide a fueling system for an internal combustion engine which inhibits the occurrence of accidental engine flooding and the development of vapor locks and air locks within the engine fueling system.

A further object of the invention is to provide a novel fueling system for an internal combustion engine that incorporates unique means for removing foreign material which may become entrained in the fuel utilized to power said engine.

Yet another object is to provide a fueling system which is capable of maintaining the fuel at a controlled temperature.

Yet a further object of the invention is to provide a fueling system of the aforedescribed nature which permits the fuel to enter the carburetor at a desired pressure,

which pressure is lower than that utilized in conventional fueling systems.

An additional object is to provide a novel fueling sys-' tem which permits emergency operation of the engine in the event of a fuel pump failure.

It is another object to provide a fueling system which is extremely simple of design, rugged of construction and foolproof in operation.

It is a still further object to provide a fueling system for an internal combustion engine which can be economically manufactured from readily obtainable materials whereby it may be sold at a comparatively low price.

A further object is to provide a fueling system which permits more efiicient operation of the engine whereon it is mounted than the heretofore-proposed fueling systems.

A yet further object of the present invention is to provide a fueling system which may be readily installed upon existing internal combustion engines.

These and other objects and advantages of the present invention will become apparent from the following detailed description, when taken in conjunction with the appended drawings, wherein:

Figure 1 is a side elevational view of an internal combustion engine whereon is installed a fueling system embodying the present invention;

Figure 2 is a fragmentary enlargedverticalsectional view of a reservoir forming a part of said fueling system;

Figures 3 and 4 are enlarged central vertical sectional views showing the operation of a control valve forming a part of saidfueling system;

Figure 5 is a further enlarged horizontal sectional view taken along line 55 of Figure 3; and

Figure 6 is a side elevational view of a second form of reservoir that may be utilized with said fueling system.

Referring to the drawings and particularly Figure 1 thereof, there is shown a conventional internal combustion engine E whereon is installed a novel fueling system embodying thepresent invention. The engine E includes a carburetor 10, a fuel pump 12, and a fuel tank 14. A conduit 16 connects the carburetor l0 and the discharge of the fuel pump 12 while a second conduit 18 connects the fuel tank 14 and the intake of the fuel pump. It

7 should be particularly observed that although the engine E is shown as it might appear when installed in an automotive vehicle such as an automobile, truck, bus or the like, the fueling system of the present invention may be utilized with an internal combustion engine that is employed for other than automotive purposes.

This fueling system includes a reservoir, generally designated 20, shown installed upon the fire wall 22 of an automotive vehicle; a control valve, generally designated 24,'mounted at the upper portion of the reservoir a feed passage, generally designated 26, connecting the reservoir 20 and the carburetor 10; and a return passage. generally designated 28, connecting the reservoir and the fuel tank 14. The fueling system may also incorporate an overflow pipe that extends downwardly from the control valve 24; the lower end of the overflow pipe 30 being open to the atmosphere. As indicated by the arrows in this figure, during operation of the engine E, fuel will be pumped forwardly from the fuel tank 14 to the fuel pump 12 and thence to the carburetor 10. A portion of this fuel will flow past the carburetor through feed passage 26 into the lower portion of the reservoir 20. Fuel may return rearwardly from the upper portion of the reservoir to the fuel tank through return passage 28. The control valve 24 is adapted to control this rearward flow to the fuel tank in a manner to be fully described hereinafter.

More particularly, and with special reference to Figure 2, the reservoir 20 is cylindrical and it may include a strap 32 formed with bores 34. The latter bores are adapted to receive bolts 36 for rigidly securing the reservoir to the fire wall 22. Itwill be noted that the bottom of the reservoir is disposed at a higher elevation than the carburetor 10. The reservoir will preferably be formed with a bottom closure 38 that is of downwardly extending frusto-conical configuration. A drain plug 40 is threadably secured with a bore 42 formed in the bottom closure 38. The bottom closure is also centrally formed with a bore 44 wherein is rigidly secured an upstanding tube 46. This tube 46 may be internally threaded for receiving a fitting 48 that is attached to the upper end of a conduit 50, which conduitdefines the major portion of the feed passage 26. The top closure 52 of the reservoir 20 may be flat and it is centrally formed with a bore 54 that receives the lower end of the control valve 24. The control valve includes a flange 56 formed with bores 58. These bores 58 are vertically aligned with complementary bores 69 formed in the reservoirs top closure 52. Each pair of bores 58 and 60 receives a rivet 62 for rigidly attaching the control valve to the top closure 52.

Referring now to Figures 3, 4, and 5, the control valve 24 is preferably of cylindrical configuration and-it is coaxially formed with a vertically extending bore 64 that terminates at the upper portion of the valve in a coaxial counterbore 66. The upper end of the counterbore 66 is closed by a fiat annular plug 67 having a coaxial bore 68. Below the counterbore 66 the bore is formed with threads 69, which threads receive the lower portion of a special bolt member 70. The bolt member is encompassed by the coaxial bore 68 of the flat plug 67. The bolt member 70 is coaxially formed with a valve seat chamber 72 that terminates in an upward extension 74 of reduced diameter. The lower end of this extension 74 defines a valve seat 75. A short transverse bore 76 connects the extension 74 with the counterbore 66. The counterbore 66 is in communication with the atmosphere by means of the overflow pipe 30; the upper end of the overflow pipe being secured within an aperture 78 formed in the upper portion of the control valve 24.

The coaxial bore 64 intersects a threaded transverse bore 80, which latter bore receives a fitting 82 that is attached to the upper end of a conduit 84. This con duit 34 defines the major portion of the return passage 28. The lower portion of the bore 64 is of slightly re duced diameter whereby there is defined a circumferential shoulder 86. The lower end of a piston member, generally designated 88, normally rests upon this shoulder 86 as indicated in Figure 3. The piston member 88 is not solid of construction, but instead is coaxially formed with a spring-receiving bore 90 and an upwardly sloping frustoconical cavity 92, which bore and cavity are interconnected by a coaxial port 94. The lower portion of a helical compression spring 96 is disposed within the spring-receiving bore 90. A barrier or valve element 98 formed with a tapered edge 99 is adapted to seat against the valve seat 75. Preferably, the spring 96 will be tapered and its upper end encircles the depending post 100 formed upon the lower end of the valve element 98. The bottom of the control valve 24 mounts a screen 102.

During operation of the engine E, the fuel pump 12 will draw fuel forwardly from the fuel tank 14 through the conduit 18. This fuel will be forced upwardly from the fuel pump through the conduit 16 to a T fitting 104 that is connected to the carburetor 10. The carburetor will draw off through the T fitting 104 the necessary quantity to fuel the engine and the balance of this fuel will be forced upwardly through the conduit 50 and the tube 46 into the reservoir 20. Once the reservoir has been filled, the addition of fuel thereto will cause fuel to flow upwardly from the upper portion of the reservoir into the lower end of the control valve bore 64. Referring to Figure 4, such fuel will exert an upward force upon the piston member 88 so as to lift it off the shoulder 86. The piston member will in turn, through spring 96, raise the valve element 98 until it seats against the valve seat 75. The fuel entering the control valve bore 64 will then pass through the center of the piston member by means of bore 90, cavity 92, and port 94. This fuel will next flow through the transverse bore 80 into the conduit 84 and return to the fuel tank 14 by means of its filler tube 108.

Preferably, the piston member 88 will have a loose fit in the control valve bore 64 whereby but slight wear will take place therebetween. Additionally, because of such loose fit, the piston member is not liable to become stuck within the bore 64 should any foreign material enter therein. If for some reason, however, the piston member 88 should momentarily stick within the bore 64 and thereby permit fuel to pass upwardly past the valve seat 75, such fuel would be free to flow through the overflow pipe 30. Such sticking may occasionally occur after the apparatus has initially been installed upon an engine. The spring 96 serves to eliminate chatter of the piston member 88 and hence of the valve element 93 due to pressure surges created by the fuel pump 12. The size of the port 94 controls the pressure existing within the reservoir 20.

Should the fuel pump 12 cease functioning for any reason, the fuel pressure against the underside of the piston member 88 would immediately drop and this piston member will be free to fall within the bore 64 until it rests upon the shoulder 86. When this occurs, the valve element 98 will be unsealed from the valve seat 75. The control valve bore 64 and hence the reservoir would then be placed in communication with the atmosphere by means of the overflow pipe 30. This would permit gasoline to flow downwardly from the reservoir 29 to the our buretor 10 through conduit 50 under the influence of gravity. During the time the reservoir is so supplying the carburetor with fuel, the malfunction of the fuel pump may be rectified whereby the latter may again take over the task of supplying the carburetor with fuel. The foregoing procedure would take place in the event of a vapor lock or air lock, and also where the conduits are full of air due to prolonged idleness of the engine.

It should be particularly observed that the fueling system of the present invention provides for a very thorough cleaning of the fuel entering the carburetor. This is true because of the use of the screen 102, and because of the settling action which is permitted to take place because of the size of the reservoir 20. Referring again to Figure 2, any foreign matter entrained in the fuel entering the reservoir will settle to the bottom thereof under the influence of gravity. Such foreign material will tend to remain at the bottom of the reservoir because of the sloping characteristics of the bottom closure 38 thereof. Additionally, the existence of the tube 46 permits the fuel to enter conduit 50 above the level of settled foreign matter. Periodically, such foreign matter may be removed from the reservoir by means of the drain plug 40.

Referring now to Figure 6, there is shown a second form of reservoir 20 that may be utilized with the apparatus of the present invention. This reservoir 20 is generally similar to the aforedescribed reservoir 20 except that it is formed with a plurality of vertically spaced, circumferential fins 120. It is anticipated that these fins may receive a flow of either hot or cool air in order to maintain the interior of the reservoir, and hence the fuel therein, at a desired temperature. With this arrangement, close control of the temperature of the fuel entering the carburetor is made possible. It should be noted that a thermostat valve 122 is positioned in overflow pipe 30. This valve 122 may be of conventional construction, and is adapted to move to a closed position whenever the temperature in the vicinity of the reservoir 20 exceeds a predetermined value. With this arrangement, during hot driving conditions fuel cannot flow upwardly through the reservoir 20 and out of the overflow pipe while the engine is not in operation. Other suitable means may be provided for preventing such inadvertent flow through the overflow pipe, as for example a thermostat controlled magnet which would move the valve element 98 to a closed position.

While there has been shown and described hereinbefore a preferred and a second form of apparatus embodying the present invention, various changes and modifications thereof without departing from the spirit of the invention and the scope of the following claims are possible.

I claim:

1. A fueling system for an internal combustion engine, comprising: a carburetor; a fuel pump; a fuel tank; a conduit connecting said carburetor and the discharge of said fuel pump; a conduit connecting said fuel tank and the intake of said fuel pump; a reservoir disposed at a higher elevation than said carburetor; a feed passage connecting the lower portion of said reservoir and said carburetor; a control valve formed on the upper portion of said reservoir; a chamber formed in said control valve having its upper end in communication with a vent that is open to the atmosphere; a vertically movable barrier element in said chamber; a valve seat formed in the upper portion of said chamber against which said barrier element may be seated so as to close said vent; a vertically slidable piston element in said chamber below said valve seat; a return passage to said fuel tank extending from said chamber below said valve seat; and a compression spring resiliently supporting said barrier element above said piston element but below said valve seat,'upward flow of fuel through said chamber during operation of said engine causing said piston and spring to move upwardly so as to seat said barrier element against said valve seat.

2. A fueling system as set forth in claim 1 which includes an overflow pipe connected to said vent and temperature-responsive means for blocking flow through said overflow pipe when the temperature in its vicinity exceeds a predetermined value. p

3. A fueling system for an internal combustion engine, comprising: a carburetor; a fuel pump; a fuel tank; a con duit connecting said carburetor and the discharge of said fuel pump; a conduit connecting said fuel tank and the intake of said fuel pump; a reservoir disposed at a higher elevation than said carburetor; a feed passage connecting the lower portion of said reservoir and said carburetor; a control valve mounted on the upper portion of said reservoir; a vertically extending bore formed in said control valve; a valve seat formed in the upper portion of said bore, said valve seat being in communication with a vent; a return passage to said fuel tank in communication with said chamber below said valve seat; a shoulder formed in said bore below said return passage; a piston member normally resting upon said shoulder and vertically movable within said bore, the upper portion of said piston being formed with a spring-receiving bore and the lower portion of said piston being formed with an upwardly sloping frusto-conical cavity; a port connecting said spring-receiving bore and said cavity; a tapered valve element above said piston member; and a compression spring having its lower end disposed within said springreceiving bore and its upper end secured to said valve element whereby the latter is normally supported spaced vertically below said valve seat.

4. A fueling system as set forth in claim 3 which includes an overflow pipe connected to said vent and temperature-responsive means for blocking flow through said overflow pipe when the temperature in its vicinity exceeds a predetermined value.

References Cited in the file of this patent UNITED STATES PATENTS 1,106,270 Zagora Aug. 4, 1914 1,348,916 Winslow Aug. 10, 1920 1,376,201 Harris Apr. 26, 1921 1,561,358 Sarnelle Nov. 10, 1925 2,367,692 Samiran Ian. 23, 1945 2,672,189 Welch Mar. 16, 1954 FOREIGN PATENTS 740,717 France Nov. 21, 1932 845,022 France May 1, 1939 

